EP1681450B1 - Fuel injection system - Google Patents

Fuel injection system Download PDF

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Publication number
EP1681450B1
EP1681450B1 EP06000840A EP06000840A EP1681450B1 EP 1681450 B1 EP1681450 B1 EP 1681450B1 EP 06000840 A EP06000840 A EP 06000840A EP 06000840 A EP06000840 A EP 06000840A EP 1681450 B1 EP1681450 B1 EP 1681450B1
Authority
EP
European Patent Office
Prior art keywords
fuel injection
diesel engine
injection
engine
instruction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP06000840A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1681450A3 (en
EP1681450A2 (en
Inventor
Naofumi Magarida
Yoshinori Futonagane
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1681450A2 publication Critical patent/EP1681450A2/en
Publication of EP1681450A3 publication Critical patent/EP1681450A3/en
Application granted granted Critical
Publication of EP1681450B1 publication Critical patent/EP1681450B1/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to fuel injection systems, and more particularly, to a fuel injection system for a common rail type diesel engine having an automatic engine stop/start control.
  • An internal combustion engine for vehicles having the idle stop function is known. This function automatically stops the engine when the vehicle stops at an intersection or the like to thus improve fuel economy.
  • the starter is activated to automatically start the engine so that the vehicle is ready to start.
  • a system that implements the automatic engine stop/start control is disclosed in, for example, Japanese Patent Application Publication No. 2000-337188 or 2003-41967 .
  • the automatic engine start/stop control system may be incorporated into the diesel engine for vehicles.
  • the system is applied to the common rail type diesel engine, the following problems occur.
  • the common rail type diesel engine is equipped with a fuel injection valve in which highly pressurized fuel prepared by the common rail is filled in a cylindrical valve body having a needle valve provided in the cylindrical valve body and driven by an actuator. It takes a considerable long time to restart the diesel engine due to a delay in the response of the needle valve.
  • an EDU Electronic Driver Unit
  • the EDU is a unit specifically designed to drive an injector or spindle valve at high fuel pressure and high speed by a high-voltage, rapid charge system using a DC/DC converter.
  • the injector or the like is directly driven by an engine computer.
  • the EDU receives an injection signal from the engine computer and drives the injector or the spindle valve at high speed with a boosted voltage of 100 V or higher available in the EDU. It is thus possible to precisely regulate the air-fuel ratio.
  • the performance of the injector driver is always monitored by the engine computer.
  • the engine computer executes a fail-safe sequence by, for example, cutting fuel injection for a cylinder related to the fault, and turns on an engine check indicator.
  • a fail-safe sequence by, for example, cutting fuel injection for a cylinder related to the fault, and turns on an engine check indicator.
  • the needle valve in the cylindrical valve body may be deformed elastically so as to be pressed against the inner wall of the valve body because it receives high pressure produced by the common rail.
  • This problem occurs during the time when the engine remains stopped by the automatic engine start/stop control system.
  • the needle valve In the normal injection, the needle valve is detached from the valve body only a short time that is not enough to cause elastic deformation.
  • the needle valve receives high common rail pressure and is elastically deformed.
  • the engine is automatically restarted only a short time by the automatic engine stop/start control system after the engine is automatically stopped.
  • the high common rail pressure remains in the valve body of the fuel injection valve and the needle valve is in the elastically deformed state.
  • the fuel injection valve opens with the delay necessary for the recovery from the elastic deformation.
  • the above-mentioned problem does not occur when the driver intentionally turned off the ignition switch and turns it on again to start the diesel engine again.
  • the delay in the fuel injection may not bring about appropriate ignition in the first cycle (the first compression stroke) after the engine is restarted. Thus, ignition in the involved cylinder does not occur until the next compression stroke. This delays the engine restarting.
  • the relay in restarting the engine may cause a delay in starting the vehicle.
  • the present invention has been made in view of the above-mentioned circumstances and provides a fuel injection system capable of realizing appropriate ignition in the first cycle after the engine is restarted and restarting the engine quickly and stably.
  • EP-A-1 375 882 describes a pseudo-injection pulse.
  • a fuel injection system for a common rail type diesel engine having an automatic engine stop/start control characterized by comprising a controller that executes an injection accelerating control to avoid a delay in injection of a first fuel injection cycle after the diesel engine is automatically restarted according to claim 1.
  • a method of controlling a fuel injection for a common rail type diesel engine including a step of determining whether the diesel engine should be automatically restarted, characterized in that the method further comprises a step of executing an injection accelerating control to avoid a delay in injection of a first fuel injection cycle after the diesel engine is automatically restarted when it is determined that the diesel engine should be automatically restarted according to claim 13.
  • Fig. 1 shows a diesel engine 1 equipped with a fuel injection system in accordance with an embodiment of the present invention.
  • the diesel engine 1 is equipped with an ECU (Electronic Control Unit) 2, which functions as a controller of the diesel engine 1 and handles various controls.
  • the ECU 2 is connected to a brake switch 3b interlocked with a brake pedal 3a, a vehicle speed sensor 4, a starter 5, a first EDU 6a, and a second EDU 6b.
  • the ECU 2 includes a microcomputer as a main component, and a ROM 2a, which stores an automatic engine stop program, and an automatic engine start program in order to perform the automatic engine start/stop control of the diesel engine 1. Further, the ROM 2a stores an injection accelerating control program for the purpose of avoiding the delay in injection in the first fuel injection after the diesel engine 1 is automatically restarted.
  • the diesel engine 1 shown in Fig. 4 has four cylinders respectively provided with four fuel injection valves (INJ) 9 attached to an engine body 8.
  • the four fuel injection valves 9 are a first fuel injection valve 9a, a second fuel injection valve 9b, a third fuel injection valve 9c and a fourth fuel injection valve 9d.
  • a common rail 10 is connected to the four fuel injection valves 9a through 9d, and supplies highly pressurized fuel thereto.
  • the first and second fuel injection valves 9a and 9b are connected to the first EDU 6a, and the third and fourth fuel injection valves 9c and 9d are connected to the second EDU 6b.
  • Fig. 2 is a cross-sectional view of the fuel injection valve 9 used in the diesel engine 1 shown in Fig. 1 .
  • the fuel injection valve 9 has a piezoelectric actuator 11, and a needle valve 12.
  • the piezoelectric actuator 11 has multiple piezoelectric elements, which are laminated in a cylindrical valve body 19a of the fuel injection valve 9.
  • the needle valve 12 is driven by the piezoelectric actuator 11.
  • a control room 19b is provided in the valve body 19a.
  • the piezoelectric actuator 11 is connected to the first EDU 6a or the second EDU 6b, and receives driving electricity therefrom.
  • highly pressurized fuel is supplied to the valve body 19a from the common rail 10.
  • the piezoelectric actuator 11 is driven, the pressure balance within the valve body 19a is changed so as to slide the needle valve 12 so that the fuel injection valve 9 can be opened or closed.
  • the fuel injection valve 9 may be replaced with another type of fuel injection valve.
  • another type of actuator may be used for the piezoelectric type.
  • the driver of the vehicle operates the brakes 3 and the brake switch 3b is turned on.
  • the ECU 2 refers to data supplied from the vehicle speed sensor 4 and determines whether the vehicle stops. When it is determined that the vehicle stops, the ECU 2 executes the automatic engine stop program stored in the ROM 2a in the ECU 2, and stops issuance of commands for fuel injection to the first and second EDUs 6a and 6b. Thus, fuel injection by the fuel injection valves 9a through 9d is stopped so that the diesel engine 1 stops operating.
  • the common rail pressure is applied to the control room 19b of the fuel injection valve 9, and the tip end of the needle valve 12 is pressed against the end of the valve body 19a.
  • the needle valve 12 continuously receives the high common rail pressure and is gradually deformed elastically.
  • the generator does not work, and the first and second EDUs 6a and 6b continuously discharge the charges stored therein, and fall short of charges.
  • the ECU 2 determines, at step S11, whether the engine restart instruction is issued, that is, whether the brake switch 3b is turned off. When the answer of step S11 is NO, the ECU 2 executes step S11 again. The ECU 2 executes step S11 repeatedly until the restart instruction is issued.
  • step S12 estimates the amount or degree of elastic deformation of the needle valves 12 by referring to the time or period during which the engine 1 is in the stopped state and referring to the common rail pressure. It is not essential to execute step S12 after the answer of step S11 becomes YES but is possible to execute step S12 at an appropriate timing.
  • the amount of elastic deformation of the needle valves 12 may be periodically estimated after the program shown in Fig. 3 is initiated.
  • the amount of elastic deformation of the needle valves 12 is estimated by referring to both the engine stopping period before the diesel engine 1 is restarted and the common rail pressure. Alternatively, either one of the engine stopping period and the common rail pressure may be referred to in order to estimate the amount of elastic deformation of the needle valves 12.
  • step S13 the ECU 2 computes the time it takes to restore the needle valves 12 from the elastically deformed state on the basis of the estimated amount of elastic deformation thereof, and sets the computed time as a pseudo-injection time.
  • the pseudo-injection time fuel is not injected through the fuel injection valves 9a through 9d.
  • the ECU 2 supplies the first and second EDUs 6a and 6b with a pseudo-injection instruction to the fuel injection valves 9a through 9d.
  • the EDUs 6a and 6b are charged and the needle valves 12 are simultaneously restored from the elastically deformed state.
  • the first and second EDUs 6a and 6b are charged while the needle valves 12 are restored from the elastically deformed state. Then, as step S15, the ECU 2 issues the starter driving instruction. The starter 7 is thus driven, and the diesel engine 1 is restarted.
  • the first and second EDUs 6a and 6b are charged and the needle valves 12 are simultaneously restored from the elastically deformed state prior to driving the starter 7. It is thus possible to avoid the delay in injection of fuel in the first fuel injection cycle after the starter 7 is driven and to restart the diesel engine 1 quickly and reliably in the first fuel injection cycle. The driver does not feel stress and starts the vehicle smoothly.
  • a second embodiment of the present invention Prior to driving the starter 7, the first and second EDUs 6a and 6b are charged and the needle valves 12 are restored from the elastically deformed state.
  • the second embodiment charges the first and second EDUs 6a and 6b and restores the needle valves 12 from the elastically deformed state after the starter 7 starts to operate.
  • the diesel engine of the second embodiment has the same structure as shown in Fig. 1 except the content of the injection accelerating control program stored in the ROM 2a.
  • Step S21 the ECU 2 estimates, at step S21, the amount or degree of elastic deformation of the needle valves 12 by referring to the time during which the engine 1 is in the stopped state and referring to the common rail pressure.
  • Step 21 is the same as step S12 shown in Fig. 3 .
  • step S22 determines whether the engine restart instruction is issued, that is, whether the brake switch 3b is turned off.
  • the process returns to step S21.
  • the ECU 2 executes step S21 repeatedly until the engine restart instruction is issued.
  • the ECU 2 accurately estimates the amount of elastic deformation of the valves 12 that may vary with time.
  • step S23 the ECU 2 issues the instruction to drive the starter 7, and simultaneously issues an instruction to drive the first and second EDUs 6a and 6b for a minimum time ⁇ .
  • the minimum time ⁇ corresponds to the pulse width of the drive signal applied to the first and second EDUs 6a and 6b and minimally needed to set the first and second EDUs 6a and 6b to the charged state.
  • the minimum time ⁇ may, for example, be 50 ⁇ s.
  • the instruction to drive the starter 7 for the minimum time ⁇ is issued before fuel is actually injected, as shown in Fig. 5 .
  • the first and second EDUs 6a and 6b can store the charges enough to drive the piezoelectric actuators 11 of the fuel injection valves 9 without any delay in response.
  • the ECU 2 computes an invalid injection period from the estimated amount of elastic deformation of the needle valves 12 obtained at step S21.
  • the ECU 2 computes an advance-angle correction amount To corresponding to the invalid injection period obtained at step S24.
  • step S26 the ECU 2 computes a corrected fuel injection period ⁇ 1 of the first-time fuel injection cycle by adding the advance-angle correction amount ⁇ o to the regular injection period ⁇ , and starts fuel injection with the corrected fuel injection period ⁇ 1 thus computed.
  • the needle valves 12 can be restored from the elastically deformed state within the advance-angle correction amount ⁇ o after the injection instruction is issued. It is thus possible to secure the enough amount of fuel to be injected in the first injection cycle without any delay in the time of opening the valves 12.
  • step S27 the ECU 2 executes the normal starting control with the regular fuel injection period ⁇ from the second fuel injection cycle.
  • the third embodiment differs from the second embodiment in that the third embodiment employs a more fine control for each cylinder.
  • Steps S31 and S32 are respectively the same as steps S21 and S22 of the second embodiment shown in Fig. 4 , and a description thereof is thus omitted.
  • step S32 When the answer of step S32 is YES, the ECU 2 issues the drive instruction to the starter 7 at step S33.
  • the ECU 2 determines whether each cylinder is about to enter into the first fuel injection cycle.
  • the four cylinders of the four-cylinder diesel engine 1 shown in Fig. 1 sequentially have the ignition timings.
  • the injection accelerating control is performed in order to make ready for the first fuel injection cycle so that the first and second EDUs 6a and 6b can be charged and the needle valves 12 can be restored from the elastically deformed state.
  • step S34 When the answer of step S34 is NO, that is, when each cylinder does not have the first fuel injection cycle, the process proceeds to step S39 at which the ECU 2 determines whether the injection accelerating control for each cylinder is completed. When the answer of step S39 is NO, the process returns to step S34, and the above mentioned process is repeatedly carried out.
  • step S34 When the answer of step S34 is YES, that is, when the cylinder of interest is about to enter into the first fuel injection cycle, the ECU 2 sequentially executes steps S35 to S38, which are respectively the same as steps 23 to S26 of the second embodiment shown in Fig. 3 except step S23 at which the driving instruction to the starter 7 is issued. More specifically, at step S35, the ECU 2 issues the instruction to drive the starter 7, and simultaneously issues the instruction to drive the first and second EDUs 6a and 6b for the minimum time ⁇ . At step S36, the ECU 2 computes the invalid injection period from the estimated amount of elastic deformation of the needle valves 12 obtained at step S31.
  • the ECU 2 computes the advance-angle correction amount ⁇ o corresponding to the invalid injection period obtained at step S36.
  • the ECU 2 computes the corrected fuel injection period ⁇ 1 of the first-time fuel injection cycle by adding the advance-angle correction amount ⁇ o to the regular injection period ⁇ , and starts fuel injection with the corrected fuel injection period ⁇ 1 thus computed.
  • step S39 the ECU 2 determines whether the injection accelerating control for each cylinder is completed.
  • the ECU 2 executes the normal starting control with the regular fuel injection period ⁇ from the second fuel injection cycle at step S40.
  • step S39 is NO, the process of the ECU 2 returns to step S34.
  • the fuel accelerating control program may be modified so that the steps thereof are executed in a sequence different from the aforementioned sequences as long as the delay in injection in the first fuel injection cycle can be avoided.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP06000840A 2005-01-17 2006-01-16 Fuel injection system Expired - Fee Related EP1681450B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005008878A JP4363331B2 (ja) 2005-01-17 2005-01-17 燃料噴射システム

Publications (3)

Publication Number Publication Date
EP1681450A2 EP1681450A2 (en) 2006-07-19
EP1681450A3 EP1681450A3 (en) 2006-11-08
EP1681450B1 true EP1681450B1 (en) 2009-05-13

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ID=36123136

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Application Number Title Priority Date Filing Date
EP06000840A Expired - Fee Related EP1681450B1 (en) 2005-01-17 2006-01-16 Fuel injection system

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EP (1) EP1681450B1 (ja)
JP (1) JP4363331B2 (ja)
DE (1) DE602006006728D1 (ja)
ES (1) ES2323798T3 (ja)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0922194D0 (en) * 2009-12-21 2010-02-03 Johnson Matthey Plc Improvements in emission control

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3687414B2 (ja) 1999-05-27 2005-08-24 トヨタ自動車株式会社 内燃機関の自動停止・始動装置
DE19945670B4 (de) * 1999-09-23 2006-01-12 Siemens Ag Verfahren zum Ansteuern eines kapazitiven Stellgliedes eines Kraftstoffeinspritzventils einer Brennkraftmaschine
EP1138909B1 (en) * 2000-04-01 2005-09-21 Robert Bosch GmbH Method and apparatus for controlling a fuel injection process
DE10032022B4 (de) * 2000-07-01 2009-12-24 Robert Bosch Gmbh Verfahren zur Bestimmung der Ansteuerspannung für ein Einspritzentil mit einem piezoelektrischen Aktor
JP2003041967A (ja) 2001-07-26 2003-02-13 Toyota Motor Corp 内燃機関の自動停止制御装置
DE10228063A1 (de) * 2002-06-17 2004-01-08 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JP4161635B2 (ja) * 2002-08-19 2008-10-08 株式会社デンソー 燃料噴射制御装置
DE10249218A1 (de) * 2002-10-22 2004-05-19 Siemens Ag Verfahren zum Aufladen eines piezoelektrischen Aktors eines Einpritzventils und Steuergerät
DE10303573B4 (de) * 2003-01-30 2011-02-24 Robert Bosch Gmbh Verfahren, Computerprogramm, Speichermedium und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine insbesondere für ein Kraftfahrzeug

Also Published As

Publication number Publication date
EP1681450A3 (en) 2006-11-08
JP2006194214A (ja) 2006-07-27
EP1681450A2 (en) 2006-07-19
DE602006006728D1 (de) 2009-06-25
JP4363331B2 (ja) 2009-11-11
ES2323798T3 (es) 2009-07-24

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